Railroad-derailer.



C. T. MARTIN, Jn.

RAILROAD DERAILBR.

APPLICATION FILED 0012, 1913.

101 5 Patented Dec. 16,1913. -2 SHEETS-SHEET 1.

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c. T. MARTIN, JR. RAILROAD DERAILBR. APPLICATION FILED OCT- 2, 1913. LQ8L543, Patented Dec. 16, 1913.

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RAI'LROAD-DERAILER.

Z'o all-whom it, may concern:

Be it known that. I, GHARLns 'l. MAn'riN, Jr, a citizen of the United States, residing.

at .VVolcott, in the county of \Vhite and State of Indiana, have invented a new and useful RailroadeDerailer, of which the following is, a specification.

My invention relates to a mechanism de signed to derail railroad and traction trains when necessary to. prevent head on and other kinds of collisions and the: objects of my invention are, first, to. provide a section of a bridge or- Urail, formed so as to be dropped upon a railroad or traction.- rail and to be there held by a groove fitting over a rail, the bridge rail sloping up obliquely from its rear end, and second, to connect the bridge rail withthe locomotive and. to furnish it with appliances operated by a lever by which the bridge rail can be op.- erated from the cab. of a locomotive.

I attain these objects by the mechanisms illustrated in the accompanying drawings, z. 6.,

Figure 1 is a side elevation of the derailer ready for use. Fig.2 is a plan view taken on the line 22 of Fig. 1 showing the cross bars which hold the trigger for the bridge rail as well as the bars which hold the guide pins for the bridge rail. Fig. 3 shows a plan view of the bridge rail without chains or guide pins. Fig. 4 presents the same view as Fig. 3 in inverted plan. Fig. 5 is a side elevation of the bridge rail properly placed on the railroad rail ready to throw the engine off the track. Fig. 6 is a front end elevation of the bridge rail shown as attached to the railroad rail. Fig. 7 is a rear end elevation partly sectioned of the bridge rail attached to the railroad rail showing the locking in section. The movement of the locking pins is shown in dotted lines as they are forced back when in the act of lodging the bridge rail before looking it under the railroad rail flange. Fig. 8 is a cross section in detail taken on the line 88 of Fig. 2, showing how the trigger is locked into position by the sliding bar and how the chains leading to the bridge rail are affixed to the trigger. The dotted lines show the movement of the trigger when released, making an instantaneous drop for the bridge rail.

The bridge rail is hung on a chain or cable attached to a twin trigger, which is Specification of Letters Patent.

Application filed; Qctober 2, 1911-3.

Patented De.c.1.6,1913. Serial; no. 792,921.

; released from the cab ofthe engine by means; Eof a lever and suitable connecting rods, as shown in Fig. 1 of the drawings. It has a positive means of operation and cannot be ;thrown accidentally, or by means of-a jolt 3 or jar, from the engine. The guide pins, 13,

serve to. seat the bridge rail upon the rail when the former is released by the action of the lever and connecting rods.

The like numerals and letters refer to like parts throughout the drawings. Referring then to the drawings, 10, is the bridge rail. It is formed with a longitudinal rectangu-lar groove, 11 which is made of such width that itwill fit upon arail of the railroad: when the bridge rail is dropped thereon. 12' are slots made vertically in the sides of the bridge rail; 18 are guide pins in these slots.

14 is a sliding bar which holds the trigger, 16, for the bridge rail. The guide pins,

13, are secured to the bars, 15, and the bars are secured to the on its under-part.

1,7 is. the shoulder of the bridge rail, formed with a slope, so that when the bridge rail is impinged upon: the railroad rail the formers rear upper surface, by virtue of this slope, is flush with the railroad rail- The inner surface of the longitudinal groove in the bridge rail has secured upon it a section of corrugated steel designed to provide the friction for the bridge rail with the railroad rail.

The bridge rail is provided with sockets, 18, which receive the chains, 24. The trigger, 16, is connected with the chains and with the lever, 20, through its connecting rods, A and B. That is, the lever and the rods are pivoted at the points shown on the cab of the body of the locomotive and pilot. Just inside the windows of the cab the lever is provided with a clutch, 21, of well known common construction.

22 are locking pins securing the bridge rail to the railroad rail.

2323 are springs in the side of the bridge rail. These clamp under the flange of the rail when the bridge rail is placed on the same.

The chains, 24, connecting the bridge rail with the trigger, support the bridge rail in its position until it is released by the action of the lever and connecting rods.

pilot of the locomotive My invention is operated as follows. All

the parts being arranged and connected as above described and as shown in the accompanying drawings, the bridge rail being suspended by the chains, if the engineer sees a train coming for a head-on collision he notes which side of the right of way is most suitable for derailing his train and grasps the clutch on the side selected and pressing its branches together, in an instant the lever and its connecting rods will release the twin trigger and thus disconnect the chains from the trigger and it will drop upon the selected rail and gripping it below its flange by its locking pins it will guide the forward and following wheels of the engine and cars off the rails and out upon the side of the right of way, the engineer and fireman leaving the cab on the opposite side.

One bridge rail alone is used but two are provided, one on each side of the pilot so as to throw the train either to the right or left as desired. The de-railer can be used on traction trains also, by the necessary modification of the lever mechanism. It can also be used without such mechanism. That is, it can be carried detached in the rear car and if a train following does not seem to be under control a tra-inman can take a bridge rail and place it on a railroad rail before the following train has reached the train ahead.

I do not want to be limited in the application of my invention to the mechanism above described, for such mechanism can be varied widely and it is only necessary that it be so constructed and applied that it will carry the bridge rail securely and will release it instantly when desired.

Having fully described my invention,

Copies of this patent may be obtained for what I desire to claim and to secure by Letters Patent of the United States is:

l. A railroad de-railer consisting of a short section of a bridge rail formed with a longitudinally rectangular groove through its lower part, a corrugated steel sheet seated in said groove, vertical sockets in the sides of the bridge rail, guide pins passing through said sockets, lateral sockets fitted to receive retaining pins, springs to operate said pins secured in the sides of the bridge rail, said bridge rail being formed with a groove sloping obliquely from one end and along the upper part of one side of the same, substantially as and for the purposes specified.

2. In a railroad de-railer, the combination of the bar, 15, secured on the pilot of a locomotive, the guide pins, 13, secured to said bar, the twin trigger, 19, secured on the sliding bar, 15, and the chains, 24, connected with said trigger, substantially as and for the purposes specified.

3. In a railroad de-railer, the combination of a section of bridge rail formed substan- I tially as above described, the guide pins, 13, secured in vertical slots at the sides of the bridge rail and the chains, 24, suspending the bridge rail, the trigger, 19, and the lever, 20, and its connecting rods A and B, substantially as and for the purposes specified.

In witness whereof, I have hereunto subscribed my name this 25 day of September,

CHARLES T. MARTIN, JR. Witnesses:

J. A. WALBURN, O. H. KLEIsT.

five cents each, by addressing the Commissioner of Patents, Washington, D. G. 

